Method of constructing metal wheels



H 392?. may E. w. BUQUET METHOD OF CONSTRUCTING METAL WHEELS Filed March 7. 1924 V 2 Sheets-Sheet 1 May 10, 1927.

E. W..B UQUET METHOD OF CONSTRUCTING METAL WHEELS Filed March 7, 1924 2 sheets-sheet 2 7.]3j21 ij z 23 A! 24 W W M I?! 22 if 29. F

Patented May 16, 1927.

UNITED STATES EDOUARD W ILFRID BUQUET, OF' HONTBOUGE, FRANCE.

METHOD OF CONSTBUCTING METAL WHEELS.

Application filed March 7, 1924, Serial No. 697,649, and in France latch 15, 1838.

The qualities which are'looked for in a fixed or removable motor car wheel are as follows:

The facility of cleaning and the suppression of interspaces capable of being oxidized The lightness which improves the suspension in reducing'the weight of the nonsuspended masses.

The resistance to lateral stresses which tend to break the wheel, namely when an obstacle preventing skidding forces the wheel to support the whole of the centrifugal power.

The stifi'ness that isto'say unnoticeable value of the elastic distortions: for very large strains.

The absence of jars or vibrations; the wheels frequently revolve atthe'rate of over 800 revolutions per minute, and if jars similar to those of a'bell begin in a sheet iron wheel with a single cone for'example, and if the rate of revolution is suflicient, these jars can attain such an amplitude that the wheel acting in the same manner as a heavy excentered fly wheel subjects the parts of the vehicle to a very detrimental wear.

The rigidity of the whole and the lightness of the periphery avoid the jars.

The pneumatic imparts a'sufiicient transverse elasticity to the connection with the ground.

The invention consists in providing a wheel presenting these qualities. In the accompanying drawing:

Figures 1 to 17 are diagrammatic views illustrating the principlles of constructing.

both spoked and disk w eels;

.Fig. 18 is a vertical section of a wheel embodying one form of the invention;

Fig. 19 is a side view of the same;

Figs. 20 to 26, inclusive, illustrate the variable profile of the ribs formed in the discs prior to subjecting them to the step of stretching; N

Fig. 27 is a vertical section illustrating one method of'forming the cheeks and hub from a cylinder;

Figs 28-33 inclusive illustrate the method of connecting the discs to the wheel rims; Figs. '31 and 32 showing rims formed by the discs.

Figs. 34 to 37 inclusive illustrate several means for spreading-the hubs ofthe 'wheel.

In Figure 4 A designates the rim which is firmly connected with two sheet'iron'con'es R.v and R the metal of which can be stretched or spread in removing'the two halves B and C of the extensible hub the one from the other by means of the screw V.

The principles upon whichthe' construe? tron of such a wheel are based will clearly appear from the following description;

Supposing a bicycle wheel with metal spokes which is shown in .the diagram of Figs. 1 and 2. f

The rim A A is connected with the hub B, C through wires D, E, F, G, which can be shortened by means of spanner-s or Spreaders H,'

Its lateral rigidity can be determined by thexvalue of the couple formed by the forces P and P (Fig. 2) which is necessar in order to incline the axis to the lane 0 the wheel which is supposed tobehxed.

If the strains P and P gradually increase, the tensions of D and F, will gradually. in crease, those D and G will diminish; owever, the wheel is not submitted to any noticeable distortion, the lengths of the sides of triangles A B C and A" being pracv undistortable, the rim on being no longer geometrically maintained about a circle will be.' distorted, become sinuous, is shortened, the spokes are sl'ackened and allow the axle to incline itself.

A wheel with metal spokes therefore prac tically begins to distort itself only when the initial tension of the spokes such as G and E has decreased as far as 'lDO-bBCOmQ null; if the initial tension is very large, the strain;

which is re uiredfor determining the distortion is a so very large. In a. wheel in which the spokesare not spread, the sides of the triangles would lose their rectilinear form and the important distortion would begin with very small values of the strains P' The pull of the spokes which tends to reduce the clrcumference of the rim imparts to the latter a pressing strain.- The rigidity or stiffness of the rim does not depend upon the value of the moment of inertia of its section but upon the fact that if the axle is fixed ever ,point is determined in the space by thev ength of the spokes to such an extent that it is possible to saw at several points the rim of a spread wheel without it losing'its rigidity. V

In the usual wheels, the spokes are of a limited number and the traction which is exerted upon the rim is localized at the fasten-,

mg points which makes it necessary to reinforce these points or to give to. the whole of therim an exaggerated size to allow the same to resist the tearing action of the spokeheads and to prevent bending between two fastening points. This would not be the case if the number of spokes was indefinitely large, their pull would be evenly distributed: the rim would then be submitted only to the pressing of strain, its section could be smaller and everythin being equal the mo ment of inertia of t is section would be theoretically neutral: the increase of the number of spokes therefore permits the weight of the rim to be reduced.

If one had to saw the hub'of a wheel having span or spread spokes, one would feel,

when trying to spread apart the two parts thereof, a resistance which would be equal to the resultant according to the axis of tendirection of the "and narrowed in the direction of the axis.

such an extent that sion of the spokes.

If by means of a screw bearing upon one of the parts of the hub and screwing into the other part, (Fig. 4) or by any other means, the ends of the hub were forcibly spread apart, the spokes would become longer and their tension would increase.

Therefore it is possible to do away with the spreaders or stretchers and to spread the wheel by extending the hub. One can also conceive a Wheel provided with spokes of,

rectangular section uniform over-the whole of their length, and in a sufficient number to allow them to come into contact with one another in the vicinity of The spokes may without their length or be flattened and changing either the surface of their section, consequently widened in the rim of the wheel (Fig. 6)

They can be widened to every one will occupy the space existing between two consecutive spokes (Fig. 7). We

work cone is crushed the hub (Fig. 5).

may-obtain a conical web or'sheet of nietal the thickness of which increases towards the center and all the molecules of which work under traction at a uniform rate which can be the maximum allowable, for the adopted metal, as by hypothesis, the section of the surface of every spoke has not been altered fromone end to the other and the same applies toits length and initial tension.

For a determined value of the sum of all the radial tractions or pulls, the weight of such a cone corresponds to the minimum.

If the two parts of thehub are then spread .apart, the spokes expand, and as a, conse- .ing strain supported by every strip is uniform over .the' whole of the length but the section it presents for resisting the same decreases from the periphery to the center; the parts situated in the area of the hub are extended and consequently are further shrunk and the spaces between them are larger (Figs. 11 and 12).

Then by shortenirig the hub this openso that the spaces are contracted until the edges join thus forming a revolving surface with concave generat-' ing lines (Fig-13). I

The circles traced upon the cone show a reduced diameter whereas they are now formed of small arcs placed end to end and the length of every one of these arcs has been reduced during the drawing of the metal. r In extending the hub gradually, it would appear that the generating lines would straighten themselves, the circles would become larger and the slots would become wider until they have reassumed their original length (Figs. 11 and 12).

If instead of a cone divided into segments or. sectors as previously described, a similar cone had been drawn by an extension of the hub, this cone being formed of a single sheet-iron web without any interruptions over which the sectors would have been simply traced, one would have obtained a revolvingsurface (Fig. 14) intermediate between the surface represented in Fig. 13

I (and in dotted lines in Fig. 14) and that of a higher cone with straight generating lines (in dotted lines Fig. 14) but nearer however to the first surface.

I In fact the extensions of every sector and exceed the resulting shrinkings would have. nearly retained the value they had in the case of the slit cone, the direction of the pulling stresses in the curved generatin line being little different from that of the c 0rd.

The circles traced about the conevtend therefore to shrink.

But, on the other hand, the pull or traction tends to straighten the generating line, ac-

cordingly the circles will shrink'to a lesser extent by virtue of this fact. 7

However, this tendency to straightening will never compensate the shrinking stress of the circles, whereas it becomes null when the curvature of. the generating line becomes very small; it will always compensate the same but to a ver is small comparatively to the shrinking stress under theinfluence of drawing.

. In conclusion, if a cone made of sheet iron of a uniform thickness istakenjand the height of the cone is increased by force it will be possible to obtain a revolving surface with a more accentuated curvature towards the center; a similar form is observed when a cylindrical punch is pressed against the middle of a metal plate which is firmly maintained at its edges (Fig. 15).

A wheel constructed by means of such surfaces would not be rigid as the axis could assume different inclined positions over the plan of-the rim, the same being'maintained only by curved spokes the length of which is capable of ened or curved (Fig. 16).

As therim is not geometrically fixed in the space with reference to the axis, the same could distort itself for a similar reason. The metal which-is situated near the hub would be submitted to continuous alternate bendings.

For the purpose of'allowing a cone, espe-.

cially if it is of a uniform thickness, to extend its by an extension of the hub, it is necessary to allow the metal to expand to a considerable extent in the direction which is normal to the generating lines so as to fill the emptey spaces which tend to form themselves tween the spokes as a result of the same becoming thinner; to this effect, the original cone must have beenvprovided with hollow or projecting grooves which in ex anding during the straightening operation ig. 17) will supply the metal as required for filling the above-mentioned interspaces.

The extension of their profile will, for every distance from the center be suflicient to fill up these spaces.

They can, when expanding, disappear partially or totally, this may be assisted by hammering, pressing or other process which is needed, to to be retained in the direction of the circumference so as to facilitate a subsequent small extent; as its value cheeks "aryin when bei strai ht- P g no g or V-shaped (Fig. 19).

generating lines andoto stretch thenr extension of the radial web. A pressing or rolling operation acting in the same way as the crushing by means of a hammer provided with a narrow cylindrical head of small diameter, the enerating lines bein placed parallelwith those of the cone woul expand the metal normally to the ncrating lines and could replace or assist t e action of the grooves. v

A mechanical action (pressing and the like) will facilitate the straightening of the generating lines. Y

A wheel made of such conical dress is rigid, as any point of the rim cannot be considerably displaced with reference to the axis except unde strains.

Figure 18 shows in section a wheel for motor-car Fig. 19 beinga front view.

This wheel'is composed of a rim A made of rofiled' steel for receiving the pneumatic t and of two sheet iron conical and R whose edgeshave been raised and which are secured to the rim by means of milled rivets. The contact surface of the two cones and their joint with the rim are then hard-soldered, but all the usual processes of riveting, hard-soldering, autogenous welding or electrical welding, and the like, can be used. The joining of the cones to one another must be sufliciently rovided with 12 grooves which are hollow The hub made of stamped steel comprises a socket B provided with a tapered bore through whichQthe axle passes, and'a ring C, sliding with friction upon the socket.

Every one of these parts is provided with a 1o6 shoulder to which 1s secured the cheeks by rivets and hard-soldering like the rim; six screws with hexagonal heads V are screwed into the parts H and bear upon the part C.

strong to prevent them from sliding against one another, These cones or'cheeks are each A wire-ring passes through holes drilled in the heads of the screws for preventing the loosening of same.

The conical checks are spread or as above explained, by acting upon the screws which move the two parts from one another.

- Many other arrangements may be adopted: the grooves can be hollow or projecting, the number and the projection of these grooves can vary, they can be so close to one another as to form a continuous corrugation. They can be similar, or alternatively long and'short. The cones are made by means of the usual processes used in boileri smiths work, chasing, punching, milling or rolling of sheet-iron out according to the evolvment of the cone and of the grooves allow the tension of the metal nby autogenous welding or any other joining,

along a generating line, and the like.

Their height before straightening can be stretched as smallas desired they can present the form of flat disks provided with grooves according to the current processes of stamping, or rolling by means of corrugated rollrs and the like.

The grooves can be such that the cone being once spread or stretched, they will Completely disappear; on the contrary, they could be of a superabundant extension and show a variable profile forming permanent ribs which will add to the rigidity of the the grooves, can diifer from one cone to the other.

The thickness of the metal can decrease towards the periphery, if the maximum of lightness is desired on the contrary the thickness can be uniform if'it is considered that the excess otthickness of the metal in the vicinity of the rim assists in reinforcing the area submitted to'the jerks or shocks of the road. If the connection with the rim is a :very intimate one, the same being obtained through hard-soldering for instance, said connection can be weaker; Figs. 28, 29, 30, 31, 32 and 33 show some modesof connectio The rim will be obtained b rolling a drawn profiled part through mil 'ng and the like or through dressing or workingvof the cone edges.

During the'stretching or spanning of the wheel, the-expansion of the metal fibres can largel exceed the limit of elastic distortion and t us cause a cold-hammering through traction which will increase the resistance of the metal.-

Instead of spreading the cones by maintaining their bases into contactand by moving the apexes apart, it will be possible to maintaiii' the apexes apart and to bring the bases nearer together by means of. resses or any other means, this being s eci y the case if the cones have been provi ed at their peripher with reinforcing or straightening parts ta en from their mass or connected tiierewith and capable of -resisting the strains which tend to reduce the diameter thereof.

Theywill then be fixed in this position through the usual processes of bolting, rivetin hard-soldering, and the like.

This Ynode of tensioning is particularly to be used when it is desired to obtain a total expansion which is larger than the one which would .be possible by the mere spreading of the hub; the same will then only be used for achieving the stretching or spread- 'can be obtained by'rollin between revving rolls of a suitable pro le.

The tension of the conical checks can be a definitive one and the hub can be unexpansible; the cheeks can be made adjustable at the periphery by bringing the bases nearer to the apexesinstead of removing them there from. 1.

The spreading of the hub can be obtained by any suitable means for example by means of screws, the externally projecting heads of which would allow an easy tightening (Fig. 18), or b tapped sleeves (l ig.-34) or helical threads, through the pull of a single screw (Fig. 35), by tubular nuts to which access can be had through the orifice of the hub (Fig. 36) and the like.

These devices would be provided with lock-nuts, pins, slotted washers, and the like, 7

for preventing loosening or slackening.

The spacing apart can also'be obtained by means of a device which-is portable or not, independent from the wheel such as a sort of press the jaws of which move apart under the action of a screw or of a lever; before removing the press, the spacing apart would be maintained by means of ties which can be adjustable or of invariable length.

Packing pieces would be added and adjusted or replaced by longer-pieces when it is desired to increase the tension.

It will be possible to give to the hub the forms and sizes which are necessary for fixing the same to the stubshafts of removable wheels. r

. One of the parts of the hub can slide upon the other or can be packed with slotted conical rings, and fastened by screws, keys, and the like. The two washers of the hub can be connected through tubes, sleeves, and the like, or be separatel keyed to the axle or to a part carrying the earings (Fig. 37).

The possibility of spreading the cones will be particularly appreciated in the use of easily distortable metals, such as alumin- 'ium or light alloys.

When the wheel is assembled by means of rivets or bolts, the high initial tension will have the advantage to secure to these rivets or bolts and the contact-ing surfaces will have a definite setting in position there by determining, before putting into service, the caulkings necessary to prevent sliding which the shocks of the road would subsequently impose, to the large detriment of the the interposition of a rigidity. The possibility of subsequently increasin this tension will compensate for the complementary plays'which occur during the use.

What I claim is:

1. The method of constructing metal wheels which comprises forming radially disposed ribs in sheet metal conical members, placing two members with their bases opposite each other, and members to stresses tending to augment their conical height.

2. The method of constructing metal wheels, which comprises forming radially disposed ribs in sheet metal conical members, arranging the small ends of two members in fixed relation and with their large ends opposite each other, and subjecting peripheries to stresses tending to bring them nearer together.

3. The method of constructing metal wheels, which comprises formin radially disposed ribs in sheet metal conical members, arranging bers in fixed spaced relation and with their large ends opposite each other and subjecting peripheries to stresses sufiicient to bring them together.

subjecting said the small ends of two mem- 4. The method of constructing metal. wheels, which comprises forming radially disposed ribs in sheet metal conical members, arranging the small ends of two members in fixed spaced relation with their large ends op ite each other, and subjecting their peripheries to stresses suflicient to bring themtogether and reduce the ribs in said members.

5. The method of constructing metal wheels which comprises flaring the ends of a sheet metal cylinder to form conical cheeks thereon while maintaining the intermediate portion cylindrical, and subjecting the peripheries of the checks to stresses tending to bring them together.

6. The method of constructing metal wheels which comprises flaring' the ends of a sheet metal cylinder to form conical cheeks therein, forming a plurality ofradial ribs in said cheeks, and subjecting the latter to stresses sufiicient to augment their conical hei ht.

n testimony that I claim the foregoing as my invention, I have signed my name hereto.

EDOUARD WILFRID BUQUET. 

